| Built as an enlarged and pressurised DC-4 in order to compete with the Lockheed Constellation, the DC-6 (as the XC-112A) first flew on 15 February 1946. It had a 2.06m longer fuselage than the DC-4, accommodation for 48-52 passengers and was powered by four 1,565kW Pratt & Whitney Double Wasp CA15 engines. American Airlines and United Air Lines introduced the DC-6 on 27 April 1946. A total of 175 DC-6 were built. The windowless DC-6A freighter followed in 1949, powered by 1,788.5kW Double Wasps, with reinforced floor and double cargo doors - 74 were built.
The DC-6A was 1.52m longer than the DC-6 (101 going to the USAF as C-118A transports). The DC-6B, with accommodation for 54-102 passengers, first flew on 2 February 1951 and also had the longer fuselage. American Airlines introduced DC-6B on its US transcontinental services on 29 April 1951. It was one of the finest and most economical piston-engined transports. It remained in production until 1958 and 288 were built. Many of the DC-6 series were later converted to freighters.
CREW | 3-5 |
PASSENGERS | 64-92 |
ENGINE | 4 x P+W R-2800-CB17, 1840kW |
WEIGHTS |
Take-off weight | 48125 kg | 106098 lb |
Empty weight | 24583 kg | 54197 lb |
DIMENSIONS |
Wingspan | 35.8 m | 117 ft 5 in |
Length | 32.2 m | 106 ft 8 in |
Height | 8.7 m | 29 ft 7 in |
PERFORMANCE |
Max. speed | 575 km/h | 357 mph |
Cruise speed | 495 km/h | 308 mph |
Range w/max.fuel | 7856 km | 4882 miles |
Jerry Edward’s, e-mail, 20.12.2023 05:41 I had the pleasure of flying the Kef C118 as a fight engineer and also held the position as QA Chief from 81 to 84 one of if not the best tours of duty I had in my 20 year career PS I was there when the drunk idiot tried to destroy the newly arrived aircraft. I have a picture of Buno 131578 hanging on my wall. I also had the pleasure of flying the last active duty C-188 from Keflavik to Davis Monthan oh the memories 😎 reply | David, e-mail, 22.08.2023 00:07 1The DC-6 4 Engine Plane Cruses at 311 Or 270 Knots to 315 M.P.H .273 Knots too. The Top Speed is 357 M.P.H. Or 310 Knots is same speed too! Agree!! Do you Agree? Sir? or Mam? reply | Henry Shuster, e-mail, 19.12.2021 12:33 I graduated Loadmaster school in 1960 and was assigned to the 40th ATS at McGuire Air Force base in New Jersey. Because of the shortage of instructor loadmasters, they used me as a flight attendant on C 118 aircraft. I made four trips to Rhine main, Germany as a flight attendant. I enjoyed those trips very much. I flew as a loadmaster on C-118.s until I got orders as a Loadmaster at Evreux , France. After training in 1962 as a C-130 Loadmaster I was assigned to an Air crew. I made many triips all over the world with my aircrew. My pilot was Major Emery Smith. I was flying In Evreux in a Vs in trail formation when out wingman collided with us and tore off our elevaton . We couldn't climb, but our pilot, who was squadron Commander , safely lalnded our aircraft withoug an elevator. I was later transferred to Lockbourne, Ohio with the 40th tcs After 12 years of regular service, I transferred to the active reserves to finish my 23 years of service. reply |
Henry Kaialoa, e-mail, 01.12.2021 03:17 Aloha Robert, I flew as a FLT. Engineer on SAM3305 out of Hickam for General Ralph Hanes & General William Rossen. Flying with Boss Vest, Harold Hasegawa, Bill Smith, Ernie Betz, Joe & Andy were our FLT. stewarts. Anyone remember more please reply. reply |
| Hans Mahncke, e-mail, 18.06.2020 16:04 I flew on a DC-6 (Iran Air) on charter to Lavan Petroleum Company in 1972 from Tehran to Lavan Island and back via Abadan. Only British, American or Aussie pilots were deployed. The runway on Lavan was gravel, so not suitable for jet aircraft. Great memories! reply |
Lew Harris, e-mail, 25.01.2018 21:45 Was an aircrew man with VR-21 Barbers Pt. Feb 60 til Jan 63. I was an AT-2 I have lost all my log books but wish I had them now. If you have info here is my e-mail address WB66LEW@gmail.com reply | Ed Burt, e-mail, 08.01.2018 10:20 I was a ground /air radio operator at RAF Croughton, England (EGUX) from 1960-63. We worked all MATS aircraft from 58N 30W all the way to 10W and all aircraft coming up from Lajes going to Europe. After 50 years I still remember call signs C-118s, 33275, 33284, 21046, C-130s, 62010,62005 etc. I have a 5 minute recording of me working aircraft in the Preswick OAC back in 1961. For those of you who flew in that area, if you'd like to hear it email me and I'll send it to you. reply | Dirk Francois III, e-mail, 09.11.2017 02:44 I am a retired Marine CWO-4. In 1976, I was a young F-4 Radar Tech stationed at Kaneohe Hawaii, but deployed to Miramar for Top Gun. Out on a weekend liberty, I managed to dislocate a shoulder. My unit was trying to get me a free ride back to Hawaii and the only thing they could find was a 3 star admiral's plane leaving out of North Island. It was this beautifully maintained and highly polished C-118. It was one of the longest, but by far the best flight I have ever been on. reply | Chuck Medeiros, e-mail, 15.07.2017 01:43 I believe it was the C118 that I flew out of Maguire AFB in 1963 to Sondrestrom, Greenland if I remember correctly with a stop in Goose Bay, Labrador. reply | Peter Black, e-mail, 01.03.2016 20:00 Correction to the last post my Grandfather was stationed at Kadena Air base, Korea at the time of his death not Kunsan. I apologize for misinformation. reply | Peter Black, e-mail, 01.03.2016 19:26 I am trying to find anyone that may have information about my Grandfather. His name was Everett Harrington Black Jr. I know he was an MX officer and worked on the C-118 along with various other aircraft. he was killed while stationed at Kusan, Okinawa in 1959. I am trying to piece together some information we found in regards to a crash /repair that he was a part of in Thule, Greenland. He and a crew were tasked to dismantle a C-118 an instead chose to repair it and fly it back to the states. The tail number of the C-118 was 3243. if anyone know about this or has any pictures I would greatly appreciate any information you may have. We have two pictures that were taken of this incident and repair one of up close repair work done to the nose landing gear area and one with my Grandfather and 3 other individuals standing in front of the aircraft prior to it departing. The only information my dad recalls from it all is they left around Christmas and didn't return for a few months. My dad was 12 when his dad passed away and so memories are slowly fading with time. If anyone served with my Grandfather or knew of this incident I would love to hear from you. Thank you and please email me at peter.black.4@us.af.mil reply | Jack T Pickard, e-mail, 29.12.2015 08:06 I was at Hickam from 1962 to 1964. Was on mainyance crews for the C-118 in the 1502 PMS the OMS Waht a great Plane and I remember John Gordan. I was crew chief on 3248. love the plane. We flew so much mixed cargo and lots of passengers. That plane never let me down reply | John Holt, e-mail, 31.10.2015 06:08 My first assignment out of pilot trading was at McGuire AFB in 1957 flying the C-118. I was in the so called Hot Dog Squadron as we had som specially equipped A /C for high ranking persons out of Washington. We had a regular weekly run to Andrews /Washington to Harmon to refuel to Pairs to Frankfurt. Sometimes stopped in London. As a lot of crew duty time was involved we carried a double crew. I flew all over the world in this great aircraft. Lost a few engines but it flew well on three. We also flew regular missions to Thule, Churchhill.England, Europe, occasionally to Far East. We had 2-4 Flight Attendants, 4 bunks & a table behind pilots& next to Navigator. In those days it was not uncommon for the Navigator to reach up to the auto pilot knob & change the heading a few degrees. My Navigator left the control knob just off center. After a while I looked down and we were almost headed north. Fortunately we were only about 40 miles off course & we were soon back. We were south of Iceland over the Atlantic. We had a Navy R6D unit at McGuire & often mixed crews. Problem here was Navy pilots were also the Navigator & we're not nearly as good as our AF full time Navigators. We were always wary when we got a Navy Navigator /Pilot. I got over 2500 hours in the C118 in just 3 years which is good for a young pilot. Had to go thru C118 training in Florida before I could fly regular missions at McGuire. I think we had 75 aircraft at McGuire. Left after 3 years. Learned a lot about being a pilot there which served me well over my career, reply |
Betty Winn Robinson, e-mail, 11.10.2015 14:58 I am Betty winn Robinson I was a flight attendant on the C118 out of Maguire AFB 1955-I have flown to K. Iceland, Germany, France (Russia once) Azores, England and many places in the USA reply |
| Karen, e-mail, 18.08.2015 20:07 I flew on the return trip that Jeffrey took around 1960. I was a military dependant, we left Tachikawa in the afternoon and stopped at Wake Island for breakfast then on to Hickham for brunch and an oil leak the next day. After the oil leak was fixed we arrived at Travis AFB safe and sound. That was my first flight; it's so nice nowadays not to have to stop for gas! reply | Jeffrey, e-mail, 17.08.2015 15:20 I had the privilege to fly one of the last MATS overseas flights on a DC-6B. Travis AFB to Hickham to Wake Island to Tachikawa Japan. About 30-33 hours in the air. So, tell me about your so-called LONG flight! reply | chuck wosilis, e-mail, 29.05.2015 03:47 If anyone has a question or comment about my post, give me a shout fisher2737@aol.com Thanks reply | chuck wosilis, e-mail, 29.05.2015 03:41 I was stationed at NAS Keflavik ( Iceland ) from Feb 1957 until aug 1958. Left McGuire and made a stop at St. John's Newf, either for more fuel or for passengers. Then on to Kef. I made 4 crossings between Kef and McGuire which were for primary duty and personal leave. Flew all in C-54 and the trips were enjoyable, except for the 12 hr 30 min non-stops. Once in Jan. 1958, about 1 hour out of McGuire we lost an engine, so had to turn back to get it fixed. An hour or so later we were off-again toward Keflavik. About half-way there, almost at 59 Degrees North and 45 degrees west ( just past the "Point of no return" ) i awoke from a nap and looked out the window to see oil running off the starboard wing. Got the Flight Engineer and of course he said "no worries" and they kept that engine going somehow, as far as i can remember. Great flying a /c and fairly comfortable. While at Kef., i was with the 1971st AACS Communications Squadron, and worked as a Ground Radio Operator handling most if not all of the flights from McGuire or Dover heading to points North and East. After a few months i was made a Trick Chief. One evening, while seated at my desk, i suddenly got the crap scared out of me when an S.O.S. blew out of the speakers directly behind me. It was either the 500kc or 8364 freq. A C-54 headed to Shannon Ireland ( EINN ) had lost one engine, then a second one which caused them to seek assistance. Naturally it was strictly a CW SOS so i copied it quickly, jumped on the Teletype and forwarded the msg to Shannon for them to scramble their Air Rescue. Luckily the aircraft was able to make it safely to the destination. I actually loved being a Radio Operator ( graduated Biloxi with HONORS ) at 30 WPM My biggest kick was being able to sit in the Co-Pilot's chair once we were at cruising flight-level and i said my vocal "goodbyes" to guys who were hopefully paying attention and wearing their headphones. lol We chatted for a couple minutes and then i finished my last trans-atlantic flight to McGuire and home in Ct. That was Aug 20 1958 What a good time i had overseas. Thanks for reading "Keep 'em flying" Signing off. fisher2737@aol.com if anyone would like to respond to my comments reply | Robert Cremers, e-mail, 29.04.2015 11:25 The thing that struck this aircraft was that the seats faced the tail a brilliant safety feature. I'm surprised that this is not done in civilian aircraft reply | Robert Cremers, e-mail, 29.04.2015 11:21 I had the pleasure of flying in this aircraft returning from duty with the Irish contingent returning from UN duty in the Former Belgian Congo in 1962 reply |
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